Are comparing to the overtrail + ? Which is about 15 k more? Even with the lift the departure angles are less in the OT, no rear climate control ?
Honest LC250 review that goes into more technical details & why Toyota missed the mark on LC250
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Maybe someone should start LCLC/LC FE vs. GX purchase regrets thread.....sorta like the 1958 thread!?
Maybe it's a thing in the Lexus forums?
So do you have the gx or the fe?
I have an Fe and strongly considered the Gx for many of the reasons you said. At the end of the day I just don’t have a strong desire to drive a Lexus. The styling and brand name just don’t do it for me.
I wish the v6 was available in the lc250 but I don’t necessarily feel like there is anything wrong with my fe. Tbh it’s the best car I’ve ever driven
Better engine? My experience with the 4-cylinder hybrid has been nearly flawless on and off road. You also seem to miss out that the LC is superior in several areas - leather seating, physical controls, digital rearview mirror, and three-zone climate control, to name a few.
Trying to say the LC or GX550 is superior is a fruitless endeavor. The two are remarkably similar and the so-called superior one depends on your needs, wants, and how you'll use the vehicle. It wasn't a particularly tough choice for me - the LC was a much better match for my use. And, the $ I saved has been used to give it appropriate upgrades.
I am biased. Had the chance at gx but felt like everything was pretty much the same as the ot to the fe and the fe was considerably
i chose fe because i think looks better
My wife drives a GX 460 and while it’s been bulletproof reliable, the Lexus dealership service is considerably more expensive vs my 4Runner and Tundra have been. A recent brake job comes to mind with it being $800……per axle.
The GX550 clearly has the edge in towing capacity on paper, but personally, I wouldn’t use it to tow 9,000 pounds. If you need to move heavy loads regularly, a three-quarter-ton or one-ton truck is the right tool for the job. Just because a manufacturer rates a vehicle for high towing capacity doesn’t mean it’s smart—or safe—to operate it at those limits.
This is a well-known issue in the world of half-ton pickups. Over the past decade, manufacturers have aggressively increased the published towing specs on half-ton trucks, with some now rated to tow 12,000 pounds or more. However, these ratings often don’t reflect real-world limitations like rear suspension squat, braking capacity, transmission durability, or stability under load. The trucks may technically be capable of pulling that weight, but they’re often pushed over their limits—especially in crosswinds, downhill braking, or emergency maneuvers.
Increased specs have become more of a marketing war than a true measure of safe capability, and it’s led to many owners unknowingly putting themselves and others at risk by treating a half-ton like a heavy-duty truck. It’s the same concern with vehicles like the GX550: just because it’s rated to tow over 9,000 pounds doesn’t mean that’s how it should be used, especially when long-term durability and safety are considered.
Anyhow, back to offloading.
Where LC250 shines is in low-speed drivability and off-road control, especially below 1,500rpm.
At 1,500rpm, the hybrid system in the FE delivers substantially stronger torque than the GX550, thanks to the electric motor assist. You’re getting close to 450 lb-ft at just 1,500 rpm, whereas the GX doesn’t hit peak torque (479 lb-ft) until 2,300 rpm. That makes a huge difference at slow speed , feathering throttle on technical trails, or easing into throttle from a stop especially with taller tires or added weight.
Gx550 over trail in the real world is $80k+ someday you might be able to get one for the $74k msrp. Easy to get a Landcruiser trim for $67k today.
I guess the only way to settle the debate is to decide on which on of the prodo siblings are closer to the 300 series Landcruiser and lx
The gx shares the every mechanical bit from engine , transmissions , rear end differential, ekdss , adaptive variable shocks with the lc 300.
If 4cyl hybrid 8speed passive suspension was the superior option I’m sure Toyota would have put it on the flagship model.
Again in terms of pricing if lclc trim at 65k can be had at 60ish plus tax and the offered goodies like lockers, cameras mts are a must the the 66k gx550 premium will not work due to lack of those features the I could see the price gap to overtrail model at 75ish msrp could be justified for choosing lc over gx . But the lc lc premium with swaybar disconnect is 72k. While gx ot with traffic jam, heads up display is 75.5k. Sure it is lacking the real leather and rear climate the latter of which is completely unacceptable in ot trim , but kdss, active shocks , heavy duty differential , bigger engine and transmission, better cv axles , compressor, lift, headlamp washers, much better offroad wheels and tires are worth Atleast 15k over the lc setup before we get to subjective exterior and interior improvements and premium difference in Toyota and lexus. The fact that we have much higher demand for the ot trail over the lc lc might suggest that the market shares the same sentiment . Let’s not forget that gx hit the market close to a year sooner than the lc and it is still considered an unobtainum
The gx shares the every mechanical bit from engine , transmissions , rear end differential, ekdss , adaptive variable shocks with the lc 300.
If 4cyl hybrid 8speed passive suspension was the superior option I’m sure Toyota would have put it on the flagship model.
Again in terms of pricing if lclc trim at 65k can be had at 60ish plus tax and the offered goodies like lockers, cameras mts are a must the the 66k gx550 premium will not work due to lack of those features the I could see the price gap to overtrail model at 75ish msrp could be justified for choosing lc over gx . But the lc lc premium with swaybar disconnect is 72k. While gx ot with traffic jam, heads up display is 75.5k. Sure it is lacking the real leather and rear climate the latter of which is completely unacceptable in ot trim , but kdss, active shocks , heavy duty differential , bigger engine and transmission, better cv axles , compressor, lift, headlamp washers, much better offroad wheels and tires are worth Atleast 15k over the lc setup before we get to subjective exterior and interior improvements and premium difference in Toyota and lexus. The fact that we have much higher demand for the ot trail over the lc lc might suggest that the market shares the same sentiment . Let’s not forget that gx hit the market close to a year sooner than the lc and it is still considered an unobtainum
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So are you going to sell your Lc and get a gx?
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Those of the mindset..........definitely should dispose of the obliviously, terminally flawed LC and obtain the infinitely superior Lexus. Park the Lexus in the garage, in a plastic, climate-controlled bubble, put velvet ropes around it so as not to affect the resale value.
Hopefully everyone realizes this is pure satire.................
Hopefully everyone realizes this is pure satire.................
My take on the LC250 is Toyota is going back towards its Land Cruiser roots (if only driven by sales figures so be it, I'll take it).
Land Cruisers from their birth were tough, reliable, capable utility focused workhorses with timeless styling to match and that remained pretty constant over the years until late into the 90's. My 1975 40 series has over 300k on the clock and is still running strong and remains an offroad Icon.
When Toyota tried to cater to and pull sales from other SUV brands and strayed from the Land Cruiser image (became a street queen LC or at least looked the part) sales tanked, the market spoke, and Toyota had to reverse course if it were to keep the Land Cruiser name viable in the US (Same reason the 300 series still isn't offered here because the majority of Toyota consumers won't buy it because of the price and it has strayed too far from Heritage). It Didn't matter that it was still fully offroad capable it didn't look or feel right to the loyalist or first-time owner and for the price loyalist began moving to Lexus.
Then with what modern technology Toyota already had mostly available and already tested, they came up with a new Retro design in a compact package (again the beginnings of the LC line) to bring it back to its Heritage.
Even the drivetrain is Heritage in that it's all about low end torque and dare I say it the gas tank size (although not a good trait) is heritage because they've traditionally always had small gas tanks and poor range. My 40 series is 16 gallons and before I put fuel injection on it, averaged about 8-10 MPG on a good day for a whopping range of 140-150 miles at best! Now I get about 200 miles as the last four is unreliable due to the old tank design and modern high-pressure pump to support fuel injection.
Land Cruiser people are very typically Land Cruiser owners for life, allot of LC owners have owned or still own multiple Land Cruiser models and not many of those multi-Land Cruiser owners have the modes from 2000-2021, the further into the 2000 the less. They also typically remain in the family and get passed down over the generations.
When the LC was discontinued is the US the major LC devotees that didn't already jump ship to Lexus (due to Toyota straying from the LC Heritage and price point) did so to be as close as possible in the US to having a Land Cruiser and most of its capabilities and reliability still.
I for one think Toyota did a fabulous job, and for the first time since the LC inception has attracted allot of first time Land Cruiser owners just like when first introduced. If they continue with this strategy, it should be very good for the brand and the consumer. I would also bet allot of Lexus jumpers have and will continue to move back even though it's the smaller Prado in reality, granted allot of the older crowd that isn't into offroad and doesn't need the LC has grown into the more luxury SUV class that Lexus offers and my likely remain with Lexus.
I had no desire for any new Land Cruiser whether it was available here or not until the 250 series came out.
Land Cruisers from their birth were tough, reliable, capable utility focused workhorses with timeless styling to match and that remained pretty constant over the years until late into the 90's. My 1975 40 series has over 300k on the clock and is still running strong and remains an offroad Icon.
When Toyota tried to cater to and pull sales from other SUV brands and strayed from the Land Cruiser image (became a street queen LC or at least looked the part) sales tanked, the market spoke, and Toyota had to reverse course if it were to keep the Land Cruiser name viable in the US (Same reason the 300 series still isn't offered here because the majority of Toyota consumers won't buy it because of the price and it has strayed too far from Heritage). It Didn't matter that it was still fully offroad capable it didn't look or feel right to the loyalist or first-time owner and for the price loyalist began moving to Lexus.
Then with what modern technology Toyota already had mostly available and already tested, they came up with a new Retro design in a compact package (again the beginnings of the LC line) to bring it back to its Heritage.
Even the drivetrain is Heritage in that it's all about low end torque and dare I say it the gas tank size (although not a good trait) is heritage because they've traditionally always had small gas tanks and poor range. My 40 series is 16 gallons and before I put fuel injection on it, averaged about 8-10 MPG on a good day for a whopping range of 140-150 miles at best! Now I get about 200 miles as the last four is unreliable due to the old tank design and modern high-pressure pump to support fuel injection.
Land Cruiser people are very typically Land Cruiser owners for life, allot of LC owners have owned or still own multiple Land Cruiser models and not many of those multi-Land Cruiser owners have the modes from 2000-2021, the further into the 2000 the less. They also typically remain in the family and get passed down over the generations.
When the LC was discontinued is the US the major LC devotees that didn't already jump ship to Lexus (due to Toyota straying from the LC Heritage and price point) did so to be as close as possible in the US to having a Land Cruiser and most of its capabilities and reliability still.
I for one think Toyota did a fabulous job, and for the first time since the LC inception has attracted allot of first time Land Cruiser owners just like when first introduced. If they continue with this strategy, it should be very good for the brand and the consumer. I would also bet allot of Lexus jumpers have and will continue to move back even though it's the smaller Prado in reality, granted allot of the older crowd that isn't into offroad and doesn't need the LC has grown into the more luxury SUV class that Lexus offers and my likely remain with Lexus.
I had no desire for any new Land Cruiser whether it was available here or not until the 250 series came out.
You’re making a lot of assumptions that come from a very U.S.-centric perspective, as if Toyota designs its vehicles with the American market at the center of the universe—which it doesn’t. Toyota builds products regionally, and the U.S. is just one of many markets, not the benchmark for global decision-making.
When you refer to the LC300 as Toyota’s “flagship” and argue that if the hybrid were better it would’ve been used in that model, you’re applying that American centric logic to a global product. The LC300 isn’t even sold in the U.S. It was engineered for markets like the Middle East, Australia, and Africa—regions that prioritize fuel range over emissions . The i-Force Max hybrid wasn’t excluded because it’s inferior—it just doesn’t match the needs of those regions. Meanwhile, Toyota uses the hybrid in the LC250, Tundra, and Sequoia mainly because those powertrains suit U.S. regulations and to some extent buyer preferences.
Your impression may also be shaped by Lx and prior ultra-luxury Land Cruiser 200 that was previously sold in the U.S., which was fully loaded, leather-lined, and optioned like very similar to the LX600. But that version was the outlier. Globally, most Land Cruisers are sold in more utilitarian trims with cloth seats, manual rear climate, and without KDSS.
Which brings me to another incorrect point: not all LC300s have KDSS. That’s only available on specific trims like the GR Sport. The vast majority of LC300s especially GX-R and VX trims in global markets don’t have KDSS at all.
Respectfully, you’re projecting a limited U.S.-specific understanding of the Land Cruiser. Toyota’s global product strategy doesn’t prioritize the American buyer as the standard. It must prioritizes regional utility, regulatory compliance, and buyer preferences, and the LC250 and LC300 and LX600 all reflect that.
The basic Land Cruiser 300 is nowhere near as expensive or complex as many in the U.S. assume, largely because our perception is shaped by the over the top loaded, ultra luxury spec LC200 that was sold here previously. In reality, the LC300 GX base model sold in markets like Australia starts at around $63K That’s 10% above the price of LC250 1958 trim (starts around $57K).
The LC300 isn’t some $95,000+ vehicle by default just because that’s what was sold to the US market in the prior generation.
The LC300 isn’t some $95,000+ vehicle by default just because that’s what was sold to the US market in the prior generation.
you are kind of making my point and that is the gx OT is specced mechanically identical to top of the line Landcruiser GR.
Exactly this. The back and forth is pointless.
Obviously the LC250 isn’t the pinnacle. Those of us who enjoy it for what it is did our research and decided that it checks the appropriate boxes (you know… like adults are supposed to do.)
If you didn’t do your homework, you end up with buyers remorse. No need to wallow in it. It’s not rocket science. If the LC250 doesn’t fit your needs, sell it and move on to whatever the flavor of the week is. GX550 or otherwise.
Not really
The LC300 GR’s 3.3L twin-turbo diesel delivers 516 lb-ft of torque from just 1,500 rpm, emphasizing low-end grunt. It’s way slower to 60 mph than the GX 550 too! (8.5 sec vs. 6.5).
It’s diesel is there for immediate torque delivery makes it far better suited for off-road control and technical terrain. Again like the LC250’s hybrid setup.
Sure some markets do make the petrol V-6 available too, but 90%+ are packing the diesel especially those going off road.
Some LC300 variants also feature KDSS a mechanical, hydraulic system with sway bar-mounted cylinders and a central accumulator that physically disconnects the stabilizer bars for maximum articulation. This rugged, electronics-free setup is proven and durable. In contrast, the GX 550 lacks real KDSS and instead uses “e-KDSS,” which relies on adaptive electronic dampers and software to simulate some of the same effects. It doesn’t actually disconnect the sway bars, limiting articulation, and active dampers are typically more focused on ride comfort than trail durability. LC300 GR gets non adaptive twin tube shocks.
Again e-KDSS mimics some of the function, but not the full capability, of the LC300’s system or the LC250’s mechanical sway bar disconnect.
We could go on talking gear ratios, suspension travel, bumper cut lines, etc,
It does get a 10 speed though.
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I think the sibling that is called “Land Cruiser” is closer to another Land Cruiser, compared the sibling that is called GX.
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